Reversible direct-current motor



Dec. `16, 1947. l R. M.- NARDONE REVERSIBLE DIRECT CURRENT MOTOR" Original Filed Sept. 24, 1942 '7 Sheets-Sheet 1 Gi I l gym-nio@ Dec. 16, 1947. R, M, NARDNE 2,432,582

REVERSIBLE DIRECT CURRENT MOTOR Original Filed Sept. 24, 1942 7 Shaets-Sheet 2 R. M. NARDONE REVERSIBLE DIRECT CURRENT MOTOR Dec. 16, 1947.

Original Filed Sept. 24, 1942 7 Sheets-Sheet 3 Dec. 16, .1947. i R. M. NARDoNE 21,432,582

REVERSIBLE DIRECT CURRENT MOTOR Original Filed Sept. 24, 1942 7 Sheets-Sheet 4 Dec. 16, 1947. R, M, NARDONE 2,432,582

REVERSIBLE DIRECT CURRENT MOTOR l original Filed sept. 24, 1942 7 sheets-sheet 5 Romeo M Nardone Dec.16, 1947. l R. M. NARDONE `2,432,582

REVERSIBLE DIRECT CURRENT MOTOR Original Filed Sept. 24, 1942 7 Sheets-Sheet 6 Dec. 16,1 1947. t R. M. NARnoNE 2,432,582

REVERSIBLE DIRECT CURRENT loToR original Filed Sgept. 24, 1942 7 Sheets-Sheet 7 sleeve 2 (to which clutch discs ||3 are splined) to sleeve 48 (to which clutch discs Ii4 are splined). 'I'he separating force of the balls 9 against the two cam surfaces is transmitted to plate i by way of shoulder |34 (Fig. 6) and thus relieves a part of this spring pressure. lowering the torque to the correct value. Should the coefficient of friction between clutch plates H9 and ll4 increase for any reason, the torque required to slip the plates would also increase. `This would produce a greater separating force of the balls, relieving more of the pressure of springs |24 upon the plates ||3, ||4 and thereby reducing the torque transmitted. A constant torque output results from this construction; that is, slipping will always occur at the same predetermined torque value (turning effort) regardless of the condition of the inter-engaged friction surfaces of the clutch.

The driven shaft 9 (to which sleeve 49 is keyed) carries a movable iaw 1 mounted on and driven through the agency of balls mounted in a cage 9. Jaw 1 is caused to move to the left to engage a similar jaw on shaft 9 by the action of a solenoid I0. This solenoid is connected in the motor circuit as shown in Figs. 25 and 26, so that when the ncurrent is caused to flow to commutator of the motor, the solenoid i0 also is energized to irnmediately engage the jaw 1 with the jaw 9. When the current is turned oif, a spring acts to separate the jaws and bring 1 back to its normal disengaged position.v

The principal reason for the use of the normally disengaged clutch between the intermediate drive shaft 6 and the driven shaft 9 is to facilitate operation of the landing gear to which the shaft ISU (Fig. 27) is drivably connected, by either of the two units. 94 or |94, independently of the other, although both motors may, on any occasion when desired, be operated together, thus doubling the driving effort.

In addition to the use of the load-responsive cam mechanism above-described, the invention includes other features directed to the same general purpose of maintaining a smoothly operating, uniformly effective driving effort all the way from the armature shaft 2| to the load-engaging driven shaft 9. These other features are described in the paragraphs immediately follow: ing.

Each planet pinion of each of the two planetary gear sets receives a ball bearing assembly, and each ball bearing assembly is securely locked in concentric alignment with the mounting pin of the corresponding planet cage or carrier, one of which cages is designated by the reference character 23 in Figs. 1, 8 and 9, while the other is designated by the reference character 24 in Figs. 1, 14 and 15. As shown in Figs. 8, 9, 14 and 15, the method employed to insure and to maintain correct concentric relationship of each pinion to its axis of rotation, involves the provision of locking elements 26, 21, 28, 29 and 3l) for the pinion bearings 3l, 32, 33, 34 and 35, respectively, each of which locking elements is secured to its associated mounting pin by means of a screw which is received in both said locking element and mounting pin at a point which is eccentric to the common axis of said elements, and hence eccentrie to the axis of rotation of the associated planet pinion; the eccentricity in each case being in a direction coinciding with a radial line drawn from the longitudinal axis of the planet cage to the central meshing point as between the associated planet pinion on the one hand and the common orbital gear 4| constituting the track about which the planet pinions revolve. By this method the maintenance of correct concentric relationship is assured, because,the specified eccentricity of position of the attaching screws 42 effectively counteracts and defeats the tendency toward unscrewing which characterizes the mounting means commonly employed in the prior art in connection with the use of planetary sets of gears of the character herein employed. K

Another feature directed to the same general purpose, above-identified, is the use of the cage 24 for the planet pinions 33, 34 and 35 instead of directly mounting these planets on an end surface of the clutch barrel as has been customary heretofore. By utilizing separate pieces of material from which to fashion the planet cage 24 on the one hand and the end of the clutch barrel I on the other, and by thereafter uniting one to the other by the dowel method indicated at 44 in Figs. l, 16 and 17, the accurate machining of each part is facilitated and a more precise concentric relationship is thereby assured, particularly in that this divided arrangement permits the use of a ball bearing assembly between the elements 24 and on the one hand and the sleeve portion 48 of the intermediate drive shaft i on the other; such ball bearing assembly being indicated at 49 in Fig. 1 as located by and between cooperating circular shoulders on the elements and 49, respectively, which location is rendered even more precise by the positioning of the clutch sleeve 2 in such manner that its hub portion 5| is in full registry with the end face of the inner race of the bearing assembly 49. The use of this construction also facilitates precise concentric location of the entire gear train because the same shouldered portion ofthe sleeve 49 provides an annular space in which the ball bearing assembly 56 may be received, which assembly in turn constitutes concentric supporting means for the reduced end portion 51 of the armature shaft 2| and thus assures that the two sections of the gear train, through which the said armature shaft extends, will be held in correct alignment with the bearing assemblies 49 and 59 as well as with the sleeve 49 of the intermediate drive shaft 9.

True alignment between the sleeve 49 and the shaft 6 is assured by provision of semi-circular keys 63 fitting in diametrically opposed slots milled in the shaft 6, and a transversely disposed taper pin 64 (see Fig, 22) passing completely through the head portion 61 of the shaft 9 which terminates at a point within the bearing assembly 49, which latter fact also contributes to the preservation of a true concentric relationship and precise driving alignment of the parts.

Precise driving alignment and uniformly maintained driving effort are further assured by the use of the ball containing cage 8 above referred to, the said cage being interposed (see Fig. 23) between the splined portion 6| of the shaft 9 and the correspondingly splined and axially shiftable clutch element 1, whose axial shift is brought about by reason of its constituting a part of the magnetic circuit which results from the passage of current through the winding of the solenoid i0. If the connection between the shaft 6 and the clutch element 1 were of the conventional splined type it would require a relatively greater amount of axially directed force to produce axial movement simultaneously with transmission of torque from the element 8 to the element 1; and the incorporation of a structure sumcient to produce such a powerful axially directed force would present a very difficult problem. This problem has been solved bythe use of the ballcontaining cage 8, and by the positioning of the balls therein in such relation to the recesses in members 8 and 1 (see Fig. 23) as to produce a maximum of assistance to the smooth transmission of the driving effort from the part 8 to the Dart 1.

The driving motor is of the direct current type, with iield windings in shunt relationship to each other, but in series relationship to the armature winding, the latter being indicated in Figs. 25 and 26 by its commutator terminus, shown at |00. Solenoid I is shown as connected in a parallel branch 80 of the motor circuit, and in Fig. 1 conductor 80 is shown as located completely within the motor housing 14, along its inner surface, and adapted to connect Ielectrically with solenoid lead 8| by way of an intermediate automatic connector shown best in Fig. 24, and including a flexible lead 86 anchored at either end in bushings 84, 85 of conducting material and urged into good electrical contact with conductor terminals 9|, 92, respectively, by the action of a spring 81; the lead 88 being of slightly greater length than the actual distance 'between the facing ends of housing sections 14 and 94 so as to assure maintenance of axial pressure 0n bushings 84 and 85 by the action of spring 81, and hence good contactv with the inner metallic coresvof the terminals 9| and 92, respectively.

In assembling the complete mechanism the terminal 9| is installed before attachment of housing section 82 to housing `section 94 by bolts 95. After housing section 94 has been attached, automatic connector assembly 88 is then inserted in insulating tube 83, after which housing section 14 is attached; and as bolts 96 are made fast the electrical connection of members 92 and 85 is automatically established. f'

The actual physical arrangement of the field coil connections is simulated in Figs. 4, and 25, while Fig. 26 shows the same connections in more schematic fashion, in order to show more clearly the different paths for current flow, depending upon which of the two directional switches |04, |05 is in closed position.

Closure of switch |05 energizes field coils- IF and 3F, (and, of course, the armature windings |00 as well as the winding of solenoid I0), and this energization of the field coils IF and 3F produces rotation of the motor in the direction corresponding to the direction of the windings IF and 3F in relation to the armature circuit. Conversely, closure of switch |04 produces rotation ofthe motor in the opposite direction by reason of the opposite direction of winding of the field coils 2F and 4F which are in circuit only with the switch |04, although in series relation to the armature and solenoid windings. In other words, the solenoid winding I0 is energized whenever either of switches |04 and |05 is in the closed position, and therefore the jaw clutch 1 is moved to the engaged position whenever the motor is energized whether for clockwise or for counterclockwise rotation. As soon as the motor circuit is broken the spring is effective to return the clutch member 1 to the disengaged position indicated in Fig. 1, as the current iiow to the solenoid l0 is interrupted simultaneously with the -opening of the switch |04 or |05, as the case may be.

Fan 12 serves to cool the motor by drawing cooling air through openings 11 inthe motor housing, and discharging the air through open- I ings 18. Perforations in shielding strap 15 regissorbing elements including a locking ring |29 ofA novel construction interposed between ball-race |21 and nut |28. This ring |29 has an inner tab fitting into a slot in sleeve 48 and outer tabs that are bent over the outer surface of nut |28; the combined effect of the tabs being to hold the assembly against movement either angularly or axially.

The exposed portion of driven shaft |50 (Fig. 27) is adapted to receive a lever connecting directly with the landing gear (not shown) and therefore said shaft |50 is under load from the weight of the landing gear, in all positions except when the gear is fully extended in landing positions. The shaft '9 of unit 94-and the same is true of unit |94-slips into. and drives, a pinion 20|; each of said pinions 20| being separately mounted in ball bearing assemblies 202 supported on the bosses 203, 204 which carry the units 14, |14,` respectively. Each unit may thus be readily removed for servicing or replacement.

Tha two pinions driven b-y the units 14, |14 mesh with and drive a large gear 208 on a central shaft |49. A pinion on this shaft |49 drives a double planetary gear reduction set (208, 209) to the output shaft |50 of the mechanism. The planet gears (208, 209) of both planetary sets are mounted on roller bearings (2|0, 2l I). The output shaft |50 is` mounted on ball and roller bearing assemblies (2|3, 2|4).

The central shaft |49 also carries an overrunning roller clutch |5|, through which a multiple disc brake |52 is driven. This brake |52y holds the landing gear (not shown) in the retracted position, or in any intermediate position in which it may be stopped. The roller clutch |5| permits the motor to raise the landing gear freely, without the brake |52 being turned, but renders the brake effective as soon as themotor 14 (or |14) is stopped. The motor, however, turns the brake while lowering the landing gear, thus controlling its speed of descent.

This application is a division of my application Serial No. 459,550, filed September 24. 1942.

What is claimed is:

1. A mechanism comprising a reversible electric motor having an armature winding and four field coils, each disposed with its axis ninety degrees removed from the adjacent coils on either side thereof, and all being in concentric relationship to the armature, a source of direct current, means for connecting said coils to said source of direct.

current so as to energize two only of said coils at any one time, each of said two coils positioned i with its axis one hundred and eighty degrees apart from the other of said two coils,.and said two coils wound oppositely to the other two, said energizing means including conductors connectk ing said coils in parallel circuit relationship to each other, but in series with said armature winding, andl said two energized field coils so positioned in relation to the other two de-energized field coils that said other two field coils serve as the opposite pole for said energized field coils.

2. Landing gear operating mechanism comprising a reversible electric motor having an armature winding and four field coils, each disposed with its axis ninety degrees removed from the 2 adjacent coils on either side thereof, al1 oi' said iield coils being positioned in concentric relationship to the amature, a source of direct current, means for connecting said source of direct current to two of said coilsfor effecting rotation of said armature in one direction, said two coils being positioned at diametrically opposite sides of said armature. said last mentioned two coils being wound oppositely to the other two coils. means for connecting said source to the other of said two coils for eiecting rotation of said ar mature in a second direction, pole members for each o! said field coils, the pole members of one pair of coils so arranged in relation to the pole members of the other pair that upon energization of one pair of coils by said direct current the pole members of the other pair serve as the opposite pole for the magnetic ux from the energized pair of coils.

3. Landing geen operatingl mechanism comprising a reversible electric motor having an ar mature winding and four iield coils, each disposed with its axis ninety degrees removed from the adjacent coils on either side thereof, al1 of said field coils being positioned in concentric relationship to the armature, a source of direct current, means for selectively connecting said source so as to energize only two of said coils at a time for effecting rotation of said amature in one direction, said two coils being positioned at dia- REFERENCES CITED The following reoferences are of record in the ille of this patent:

UNITED STATES PATENTS Number Name Date 1,858,571 Barrett May 17, 1932 2,085,442 Newell June 29, 1937 616,673 Kennedy Dec'. 27, 1898 1,070,647 Whittingham Aug. 19, 1913 1,851,591 Parvin Mar. 29, 1932 858,097 McCormick June 25, 1907 1,343,221 Mi1ls June 15, 1920 2,137,721

Jones Nov. 22, 1938 

